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Driven: 2022 Porsche 911 Carrera GTS Cabriolet. Image by Porsche.

Driven: 2022 Porsche 911 Carrera GTS Cabriolet
Porsche’s convertible 911 is a yardstick for open-top sports cars the world over, but is this driver-focussed GTS version the pick of the bunch?


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The Porsche 911 needs no introduction, even in the less commonly spotted Cabriolet form. This is the GTS model, which is intended to be the most driver-orientated of all the driver-orientated Carreras, but is that ethos compatible with the cabriolet shape? Or will the convertible prove more convincing than the GTS coupes?

Test Car Specifications

Model tested: Porsche 911 (992) Carrera GTS Cabriolet PDK
Pricing: £131,994 (as tested)
Engine: 3.0-litre turbocharged flat-six petrol
Transmission: eight-speed automatic, rear-wheel drive
Body style: two-door, four-seat roadster
CO2 emissions: 239-256g/km
Combined economy: 25.0-26.9mpg
Top speed: 192mph
0-62mph: 3.6 seconds
Power: 480hp
Torque: 570Nm
Boot space: 132 litres


The 992 Carrera Cabriolets such as this always look a bit odd when the roof is down, thanks to the need to hide the roof above the engine. However, the unmistakable 911 image is untainted, and the GTS trim level only adds visual impact. Most noticeably, it comes with the Sport Design bumper package and satin black alloy wheels, as well as the black GTS badging. But for all those details that hint at the car's driver-focussed attitude, it's still very definitely a 911.


Porsche might have made its name on the race track, but this performance-orientated brand definitely knows how to build a car interior. The quality is staggering, and every single part of the 911's cabin feels as robust as anything in any other premium German manufacturer's products.

The latest 911 cabins are also adorned with Porsche's latest-generation touchscreen infotainment systems, which are equally impressive. They look more modern than the old systems, and they have fewer confusing menus. The responses are as sharp as the car's steering, and though it doesn't necessarily look that clever, the whole system just works, and there's lots to be said for that.

But of course, that's true of every 911, and this GTS model sets itself apart with its Race-Tex interior and the GT sports steering wheel, while there's reduced soundproofing to get you closer to the noise. Customers also get a choice of Carmine Red or Crayon stitching, while the same colour is used to pick out the seatbelts, the GTS lettering on the head rests and the dials of the rev counter and the Sport Chrono clock. Finishing the look are matt carbon decorative inserts.


Convertible sports cars aren't always especially practical, and the 911 is no exception. With no boot at the back, the only dedicated luggage space is the tub between the front wheels, which measures 132 litres in volume. That's about what you get from a Mazda MX-5, and that means it's pretty cramped in there. It's deep, though, so it will take a few soft bags with ease. You can also use the back seats, which aren't really fit for human occupation, as a sort of glorified parcel shelf.


Like other Carrera versions of the 911, the GTS Cabriolet comes with a 3.0-litre turbocharged flat-six petrol engine and an eight-speed automatic gearbox . However, the GTS squeezes 480hp from that engine, which is 30hp more than you get from a Carrera S. Those 30hp make quite a difference to the performance, though, with the GTS getting from 0-62mph three tenths of a second faster than the S, at 3.6 seconds. Of course, you can choose the all-wheel-drive Carrera 4 GTS if you'd rather, and the extra traction shaves another tenth from the 0-62mph time.

Naturally, performance is arguably the most important thing with a car such as this, but there's more to that than straight-line speed. The GTS's engine sounds great, with a guttural snarl from the sports exhausts, and that effect is only heightened by the lack of soundproofing, while the eight-speed PDK automatic gearbox is sharp and involving. For those who choose the manual, there's a shorter gear lever for snappier shifts.

Ride & Handling

The GTS is designed to be more focussed than the S models, with half an eye on track days as well as road use, but it seems Porsche has got the suspension balance slightly wrong. Both the Coupe and the Cabriolet feel too firm for use on UK roads, thumping into potholes and jiggling around at low speeds. It's borderline unacceptable, but things do settle down somewhat at higher speeds, and motorway cruising is fine, if not exactly wafty. And that's in the most comfortable mode. The stiffest suspension setting, selected via a button on the dash, is only really suitable for tracks or fast, smooth roads.

The upside of that is there's plenty of body control, which brings out the best in the 911's inherent balance. In every form, the 911 is a fabulous car to drive, and the GTS does feel that bit more focussed than, say, a Carrera S. The steering feel is exquisite, the pedals are nicely weighted and the brakes are powerful, which gives you plenty of confidence with which to chuck the car around. And even without all-wheel drive, there's ample grip and traction, although the '4' models feel that bit more planted in wet weather and take slightly more encouragement before they misbehave.


The Carrera GTS Cabriolet comes in at £124,800, which makes it £12,000 more expensive than the Carrera S Cabriolet. That's a lot of money, and apart from the performance-orientated GTS features, you don't get that much more. Both cars come with two-zone climate control, satellite navigation, but the Sport Chrono Package is standard on the GTS, and that's a £1,683 option for the S. Still, you could save a few quid by adding some choice extras to the S, and you'll end up with a more comfortable, better equipped car that's almost as good to drive.


The Porsche 911 is a peach of a car, and there's a reason why it's the top of the sports car tree. This GTS version, however, is less convincing than some of the other 911 models, because it's just too firm for road use in the UK. We'd stick with one of the Carrera S models or, if we could afford it, we'd splash out on the Turbo S.

James Fossdyke - 14 Mar 2023    - Porsche road tests
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2023 Porsche 911 (992) Carrera GTS Cabriolet. Image by Porsche.2023 Porsche 911 (992) Carrera GTS Cabriolet. Image by Porsche.2023 Porsche 911 (992) Carrera GTS Cabriolet. Image by Porsche.2023 Porsche 911 (992) Carrera GTS Cabriolet. Image by Porsche.2023 Porsche 911 (992) Carrera GTS Cabriolet. Image by Porsche.

2023 Porsche 911 (992) Carrera GTS Cabriolet. Image by Porsche.2023 Porsche 911 (992) Carrera GTS Cabriolet. Image by Porsche.2023 Porsche 911 (992) Carrera GTS Cabriolet. Image by Porsche.2023 Porsche 911 (992) Carrera GTS Cabriolet. Image by Porsche.


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